Railway braking apparatus



June 30, 1931. H. L. BONE v RAILWAY BRAKING APPARATUS Filed Sept. 5 Sheets-Sheet l J ll ll II I INV ENTOR HZL, Ban 5 June 30, 1931. H. BONE RAILWAY BRAKING APPARATUS Filed Sept. 24, 1928 5 Sheets-Sheet 2 W w ww mm b MM. N 3 $1 Q Q mm m w Q o JWJ m\ m u w H. L. BONE RAILWAY BRAKING APPARATUS June 30, 1931.

Filed Sept. 24, 1928 5 Sheets-Sheet s Lil: I.

0 WW L o I I I I I IHHH m 6 GNN o 1 .v w m u: S 6 @Q o o o RN a wo o K M 0 N w NNQQQ w H S65:

AL; ATTORNEY.

w 8 Q, a we I l K I I. I n l|l|| P I1 I II D 1.8 m 1 T l M mm M ATTORNEY H. L. BONE RAILWAY BRAKING APPARATUS Filed Sept.

June 30, 1931.

June 30, 1931. H. L'. BONE RAILWAY BRAKING APPARATUS Filed Sept. 24, 1928 5 Sheets-Sheet 5 Q- W N TTORNEY Patented June 30,

1312191. 7 l I, L

HERBERT L.- Borne,- or swrssvnma rnnnsynvnnm, ssIGNoR'ro THE NION SWITCH.

& SIGNAL. C6MPANY, F. sWIssvALnrENNsY 'V NIA,A CORPORATION or PENN: 51-",

SYLVANIA r Ap lic nt al a.smeinbi 24 ezs, stamina. W9 f J v thetm k as best ig.j3." The My invention'rel'ates to rai waybrakmg I larger scale. Figs. 5 and 6 are iews show 1 v apparatus, and'particula rly te-apparatus of" the type comprisingbraking bars located the trackway and arranged to be moved at times-into engagement with the wheels of a railWaycar."I ,7

I Wlll describe one formof apparatus embodying my invention, andwill then point out the novelfeaturesthereofin claims.

Inthe accompanying drawings, Fig. If is" a top plan View showing one form of braking apparatus embodying niy' inventionj"with some of thepartsbroken' away tofiillustra'te the construction; Fig. '2 is a Viewpa rtly in elevationand partl in sectionalong the line ing, in "elevation and top plan, respectively,

one ofthe trunnion's D and'the associated resilient link Gforming part of the apparatus illustrated inf'FigQl. Fig. 7 is a sectional View illustrating the equalizing deviceYE forming a part of thea'ppa ratus illustrated I in Fig. 1. "Fig. 8 is a detailed View showing" the cOnnecti n betW'een; a driving bar and-a 1 braking bar in the apparatussho'wn in Fig.

"'1. 9 isa' detailed Viewtshow'ing the arrangelnent of the parts by m ans of'whichj; v V V j ,A'The reference fcharacter M designates' a, "motoffor operating the driving bars 3; 4.3%

motion is transmitted to a driving bar in the apparatus of Fig. 1. Fig.10 is'a'top View of the'driving link 38 shown in Fig. Fig. 11 I is a diagraminatic view showing-Jone form of;

apparatus for coi'i'trolling the motor M of Fig. 1, and also'embodyi'ngmy invention; Fig. 12 is a detail View showing ap'ortion of the apparatus illustrated in Fig. 4 and also embodying my invention. 3 r 7 Similar reference characters refer to siin'i- Q, lar parts in each of the severalviews.

Referring first'to Figs. 1', 2-and"3,the referenc'e characters land 1 designate the track rails of a stretch of railway track supported by cross ties 2 in the usual manner.; Extend: I "ing'jp'arallel-With rail 1 are two pairs of 1 stringers; one pair 8 and'9 being located onjone side of the tra-ck rail, and the other pair a g g I U U p p 10- and' 11 b'eing l'oeated on theotherside of iswu'ng" in oppositedire ti lis when the .BAILWAYQfiRAKiNG APPARATUS,

a cylinder 18 containing a pis'tion :19fwhich,

at intervals'by means ofiyokes, each designated' bythe reference character 12 and ex V tending transversely bneath ;the track "rail and having one end" interposed? between T stringers 8 and 9 andthe. other end between stringers 10 and 11. Thestringers are se .fi

that the four stringersf8 9, 1O and 11', to

" curely fastened to theyokes l 2 as shown in] I arr gether' with the yokes lQ forinfa cradlejfori supporting the'braking'apparatus. simi-Q lar manner, rail 1? is proyided' with 'fafcradle Inade'upof four'strin'gers 819; 10% and 115,

and a plurality of yokes 1Q. Located in the J uppersurface of each of the yokesllQJare two channels 13, one located on each'side of the a'ssociated..ifail' and each providedwith .tWoover-turned ears 14. i On'e'of these channels isfshoiwniri detail in 4;" These channels forin guides forv driving: bars which extend the full length. of. thegbr ak ing apparatusf For exainple, driving bars sand 4 are located in theichannels of the yokes 12 associated with rail 1, one of these drive ing bars beingllocated on eachside of the raill In 'simllarmanner drlving bars-3 and 43', one. -I

the yokes 12 associated with rail 'lh q I i 1 and 4. As here shown, this inotor comprises maybe reciprocated by meanswhichl Will,

tached to a;pli1nger 21, the free end ofgWh-ich' localted'on each side of rail' 1 occupythe' i channels 13-1111 5 6 describe hereinafter. The p iston '19 is =at I i which'is pivot-ally attached51at'25 to stringer, 10L .One end-of lever 23 is connected, through an adjustable link 26with a crank27, and

the other end of'lerrer 2 3 is connected, through an adjustable link ;32,-with 'aicrank 33. It will be seen, therefore that the links26 and 32 and the lever. 23 form a floating toggle'by means,ofwhichthe 'cranks27 and 33 maybe ton 19 is operated. A link 28 has one end pivoted. to crank 27 and has the other end pivoted to a crank 29. Furthermore, a rod 30 connects a crank 31 with link 28. It will be seen, therefore, that when piston 19 moves to the right as shown in Fig. 1, the cranks 2?, 29 and 31 are swung in a clockwise direction.

Referring now also to Figs. 9 and 1.0, the crank 29 carries a pin 29" on which journalled a driving link 38, the free end of which is provided with an upstanding post 39 which enters a hole 40 in the driving bar 4. It will be plain, therefore, that clockwise in vement of crank 29 operates driving bar 4 to the left as shown in Fig. 1. In similar manner, crank 31 operates driving bar 3 so that this bar moves to the left as shown in Fig. 1 when crank 31 rotates in a clockwise direction. Futhermore, crank 33 operates a crank 35 through link 34 and also operates a crank 37 through links 34 and 36. The crank 37 is connected with driving bar 4 and crank is connected with driving bar 3 in the same manner as has already been described in connection with the operation of driving bar 4 by crank 29. It will be plain, therefore, that when the piston 19 of motor M moves to the right, all of the driving bars 3, 33 4 and 4 move to the left.

The driving bars operate four braking bars, two of which, B and C, are located on opposite sides of rail 1 and the other two of which E and C are located on opposite sides of rail 1. Each of the braking bars rests directly upon the associated driving bar and in the form here shown is made up of a plurality of beam sections (3, each of which is provided at one end with a vertical tongue 16 which enters a vertical recess 15 along the confronting end of the adj aceut beam section 6. With this articulated construction, a car wheel will not bind or jamb in passing from one section of the braking bar to the next section. Each of the sections 6 is provided with replaceable braking shoes 7 (see Fig. 4), which shoes are a ranged to engage the sides of the wheels of a car passing through the braking apparatus when the braking bars are urged toward. the rail.

Each driving bar is provided with means for engaging the associated braking bar and moving it in directions parallel to the track rails. As best shown in Figs. 2, 4 and 8, each section ofeach braking bar is provided with a pair of spaced sockets 45 having a lip 48. The driving bar is provided with a plurality of driving lugs rigidly attached to the driving bar and generally rectangular in shape, one of these lugs entering each of the socket-s45 in the associated braking bar. As best shown in Fig. 8, each driving lug 41 has a projection 43 which extends over the associated lip 48 of the braking bar and limits vertical displacement of the braking bar with respect to the driving bar. It will also be seen,

from an inspection of Fig. 4, that each driving lug is provided at its lower edges with two shoulders 4-2 which engage the ears 14 at the sides of the channels 13 on each yoke 1.2. The parts are so proportioned that when the driving bars are moved to the left as shown in Fig. 1, to move the braking apparatus to its effective position, the shoulders 42 of each of the driving lugs 41, enter the recess beneath the ears 14 of the yokes 12, thereby preventing vertical displacement of the driving bars with respect to the yokes. It will also be observed from Figs. 2 and 8, that this movement of the driving bars causes the face 44 of each driving lug to engage the face 46 of the associated recess 45 in the braking bars so that braking bars are carried to the left with the driving bars.

Located adjacent each driving bar are a plural? of trunnions, each designated by the reicrence character D and pivotally supported by the stringers 10 and 11. Each trunnion D is connected by means of a resilient link with. the adjacent braking bar, the links G being so disposed that when the braking bar is carried to the left, it is urged toward the track rail into engagement with the of a wheel of a car occupying the braking apparatus. Certain of the trunnions D and links G have been omitted from Fig. 1 to simplify the drawings. A trunnion D and a resilient link G are shown in detail in 5 and 6 from which it will be apparent that the trunnion is provided at its bottom with a pivot 50 which enters a bearing wheel in a lower stringer such as stringer 8. The upper face of the trunnion D is provided with a hole 52 which receives an adjustable pivot 51 attached to the upper stringer 9. The trunnion D is therefore pivotally supported by the two stringers 8 and 9 in such manner as to withstand severe strains transmitted from the braking bar. Threaded in the trunnion D is a sleeve 53, through which. passes the shank of a bolt 54. Between the heat 55 of bolt 54 and the sleeve 53 is a heavy coil spring 57 which may be drawn up to a predetermined pressure by means of a nut 61 threaded on. the shank of the bolt 54. The nut 61 may be locked in its adjusted. position by means of a cotter pin 62. It will be seen that the pressure exerted by the spring 57 urges the nut 61 into engagement with the head of sleeve 53. interposed between the right-hand end of the spring 57 and the left-hand end of sleeve 53 is a locking collar 58 having a rib which enters groove cut across the face of sleeve Collar 58 is provided with two other ribs 60 6) which embrace the flattened sides of the bolt 54, thereby preventing movement of the collar with respect to the bolt. In actual practice the parts are adjusted by first drawing up the nut 61 until the spring 57 is adjusted to the desired pressure. Sleeve 53 is then of the parts. I v i 6. that the head 55 of boltfiiof;thefle i screwed into or out the i HQ obtain the proper distance between the trun-f nion and the head ofthe'bolth The-parts are then looked in their adjusted position by engagement of the rib 59 with the sleeve 53, thereby preventing accidental displacement It will be seen fromFigs. 5 and link G is provided with an upstanding post 56; The post 56 of each linkG- enters a hole in an adjacent section .6 of the hraking ban With the parts thus :far described,'.when the braking bars are moved to the left, as previouslyexplained, the links G rotate toward the rai l,.thereby. moving all; of the brakihgbars toward the rail. and into engagement with the wheels of. a; car passing through the braking apparatus,

Referring now toFigit, willbe'seen that j;

each beam section of each braking barfis provided with a eflatupeper portion 17 which extends away from the rail -Theflat portion 17 of the braking, bar protects the linkage which extends fromthe braking bar to'the springs, and I prefergtocompletely close the opening betweeneach u-pper stringer and the associated braking bar by means of a cover plate,63 whichvrests upon the flat'portion li,

of thebrakingbar, To the lower outside cover plate. 40"

! purposes -o-f portability, andfcompletely covers the spaces between the upper stringerv. andthe braking bar. l YVith this construction edge of. the coverplatearewelded a" plurality v of guide strips 64 oneadjacenteach yoke '12. Each guidestrip engagesa shoulder ontheassociated yoke (Fig. a) to prevent movement of thecover plate at right angles with the -rail and the material of the weld is formed tomake two shoulders 65 '(seeF-ig; '12) which engage opposite sides of the yoke to prevent longitudinal--movement: of the The cover. plate 63' may of;

course, bemade in agnumber' of sectionstor all parts of the apparatus are entirelyprote'cted from the elementaand fromthedbri's which is scraped from. the wheels of a car passing-through the braking apparatus when the braking bars occupy their effective tions.

;As shown 4 aiicll'jfiy eaichshoulder 43 of each 'dri-ving lug 41 is provided with a lower substantiallyhorizontal bearing surface 47. The upper face'of'eache lip t8 of l each, braking bar is inclined upwardly away from the associated rail as shown at49 Fig; 4:; Furthermore, theparts are so cone ,structed that i there is small amount pf lost motion between the bearingsurjface 'iofthe 1 shoulder L3 and theinclin'ed face 49..of the-lip,

4C8 Referring particularly to g when the br'aking bar is: urged into engagement": witha car wheel, the tendency for the en-; tire. braking bar to tilt in a-clockwise direce,

tionilthere'by lifting the shoe 'Zso that this sh epgeg s h eet a ehi hereiet :barsiis' permitted by the lost motion between 'itmight happen that when the movesgto' the right, the driving bars asso 7 and ggt herejforeg a moreefi'ective point than a would'be the, caseifthis tilting did n-ot take place. @This tilting motion ofthe braking the bearing surfaces 47 and the inclined-faces 49, and it will be apparent that when the braking bar rotates in a clockwise direction,1 the incIi edsurfaCeAQ swings intoparallel relation. with the bearing surtace' 47 so thati a comparatively large area is available 'for' f holding the braking bar against vertical dis-e7 Q 'placementf, f": i It will be'plain efromthe foregoing that the driving lugs 41 on thejdriving'bars a' :com-,f'

plishseveral functions. In the;fi1*stplace these driving lugs transmit; motion from the;

driving barsto the braking bars; The 'drivi- Y i mg lugs also-cooperate with the; channels 13 in the'yokes 12 and the associated cars "143 4 c is; placement OIE'tliBJClIlVII I-g bars. Finally, the

to prevent both horizontalan'd vertical dis-,

driving lugs,-by cooperating with the lips 48-;

on the braking bars, limit the vertical dis placement of the braking bars but permitting tilting of these bars to produce'the most ,eflii cient ibrakingac'tion, I

w-In order to facilitate theoperation of the apparatus- I prefer to construct thejends' of the braking bars, as shown in Figsjil and 2-.

' Itwill' be plainfrom these figures that-the ends of thebrakin'g bars are't-apered awayfrom the rail and also roundeddownward-f ly. 'With this flared design, there is little or notenden'cySfOr a car to become derailed it the car enters the braking apparatus when;

the braking bars occupy their effective posi} tions Furthermore, if theca'rraises as, it: proceeds through theretardergthe wheels i will sim ly'rideonthettops of the outside 2 the ietarder, whereupon; the wheels w ll be braking a rs until theicar reaches the end of guided by the rounded andflaredends oflthe i 'braking" bars down onto the rails. lt; isg I assumed that cars move-through the retarderqn in the direction shown by th-elarjrow on'Fig.

* Referr ng nowagam movement of the braking bars. ,Forexample,

cia'ted with bra-king barsC and B would reaking ars 9 rewa n npe nn Ase 4 A Fig. Litwill-beremember-ed thatitheljever23 forming part of I the toggle drive'is supported atj24'in afloat ingipivot-"b-y an a-r m 251 'Withthis arrange- Inent it might happen that due to excessive, .1 friction infcertain parts ofthe apparatus, op 1 erationof the pistonlQmight cause unequal piston; 19;

1 1,'but both the entrance and-exit ends 'of eac'h result, the parts might attain a position in which a car entering the braking apparatus would be derailed. This operation is: unclesirable and in order to prevent its occurrence, I have provided an equalizing unit designated in general on Fig. 1 by the reference character Ii. The equalizing unit is shown in detail on, 7 and comprises a tube 6st having an end plate which is attached to the trackway. The tube 64. is also provided with an end plate 66. Located within the tube 64L is a coil spring 74. Interposed between the lefthand end of spring 74 and the end plate 66 is a member 7 2 having a centrally located hole 75. A similar member 7 3, provided with a centrally located hole 69,i.s interposedbetween the other end of spring 74 and the end plate 65. A rod 67 passes through the holes 69 and in members 78 and 7 2, and also passes through a hole 70 in end plate 66. The upset end 68 of rod 67 engages the outer surface of the member 7 3. Threaded on rod 67 is a sleeve 71 which enters the hole 70 in the end plate 66 and bears against the outer surface of member 7 2. The end plate 66 is screwed into or out of the tube 64: until the spring 74 is under the desired pressure, and the parts are then secured by bolt 66 Sleeve 71 is then screwed on rod 67 until it engages the member 7 2 when the upset end 68 of the rod is tight against the member 73. Sleeve 71 is then looked in its adjusted position by means of nut 76. The free end of rod 67 is attached to the arm 25 (Fig. 1) adjacent its free end and it will therefore be plain that the equalizing device E tends to hold the arm 25 in its central position so that when the motor M is operated, the braking bars are moved by equal amounts. For example, if the arm .25 tends to move toward the left, as seen in Fig. 1, the rod 67 (Fig. 7) moves toward the left and carries with it the member 7 3, thereby tending to compress spring 7a. In similar manner, if the arm 25 tends to move to the i right, the rod 67 also moves to the right, and

causes. the sleeve 71 to urge the member 72 to the right and compresses spring 7 1. The equalizing unit E therefore opposes any movement of the arm 25 by an amount which depends upon the strength of the spring 74. The parts are so adjusted that the force exerted by spring 74 is just sufficient to overcome the normal forces of friction in the braking apparatus. hen a car is in the braking apparatus and the braking bars are being urged against the car wheels by the force of the motor M, the equalizing un1t E I is operated in one direction or the other to permit the braking apparatus to compensate -for variations in the gauge of the car wheels or for any unequalities in the trucks.

Referring now to Fig. 11, I have shown one form of apparatus for controlling the braking apparatus described hereinbefore. The cylinder 18 of motor M contains, in addition to the piston 19, an auxiliary piston 20, which at times occupies the projected position in which it is shown in the drawings, to limit the stroke of the main piston 19. At other times piston 20 is moved to the extreme right-hand end of the cylinder to permit a larger stroke for piston 19. The sealing ring of piston 20 is located at 20 in the drawings and the parts are so proportioned that even when the piston occupies its projected position in which it is illustrated in the drawings,

the piston does not close the pipe 81 which communicates with the side of the cylinder. Piston 20 is provided with flutes by means of which the pipe 81 may at all times communicate with the region between pistons 20 and 19.

The motor M is controlled in part by five magnet valves designated by the reference characters K to H respectively. Valve K is arranged when energized to connect pipe 81 with atmosphere, but when the valve is deenergized, this pipe is blanked. When valve K is tie-energized, stem 7 9 occupies a position in which pipe 81 is disconnected from pipe 80, but when valve K is energized, stem 79 moves downwardly and fluid pressure, usually air, is then supplied to pipe 81, from a suitable source not shown in the drawings, through pipe 80. hen valve K is de-energized, the right-hand end of cylinder 18, be hind piston 20, is connected through pipe 82 with pipe 80 and is therefore supplied with fluid pressure. l Vhen valve K is energized, however, valve stem 7 9 moves downwardly, thereby disconnecting pipe 82 from pipe 80 and connecting pipe 82 with atmosphere so that the right-hand end of cylinder 18 is then connected with atmosphere. Pipe 83 communicates with the left-hand end of cylinder 18, and when valve K is de-energized, this pipe is sealed, but when valve K is energized, pipe 88 is connected with atmosphere. When valve Y is energized, pipe 83 is connected with pipe 80 to supply fluid pressure to the left-hand end of cylinder 18.

The valves K to K inclusive, are controlled in part by three circuit controllers S S and S which are operated by piston 19. W hen the piston occupies its left-hand position, as shown in the drawings, so that the braking apparatus occupies its open or ineffective position, contact 87-88 of circuit controller o and contact 90-91 of circuit controller S are closed. WVhen the piston moves to the right, contact 8586 of cir cuit controller S closes, and when the piston reaches a position for which the braking bars just engage the wheels of a car in a braking apparatus, contact 87-88 of circuit controller S and contact 9091 of circuit controller S open, and contact 8789 of circuit controller S and contact 9l92 of circuit controller S close.

The reference character P designates a All ' circuit controller comprising a Bourdon tube" connected with pipleBlIand subj ected tothe pressure in the region between pistons 20v and 19 in the cylinder'lS. The, Bourdon tube 94 controls a contact 93%93 which is'fclosed at 30 pounds per squareinchgwhich is just'suflicie'nt to hold. the braking apparatus its" in- 5 i efieetive or openposition Circuit controliers P and P are; similar tocir'cuit; controller; P except that the. B'ourdon tubes 94 of these circuit controllers are connected through pipes 84a-n'd With the left ha11d end of cyl J 7 r p x v tg zat onfof valve K admits fluid. pressure to the l'eit-handend of cylinder 18 thereby urg -b inder '18; 1 The. circuitcontrollers P and .P

are arranged to operate in successionas the pressure in'the left-hand end of'cylinder '18 increases. For example, forall pressures be:

- jlovv pounds, persquare inch, contacts- 93" 93" of both circuit controllersareclosed,

When the pressure" exceedslO pounds per:

0 square inch, contact 93%93 of circuit controller 1 P31 opens; If the pressure exceeds pounds per square inch, contact 93?93 of c rcuit controller P closes. In similar manner,

the circuit controller P adjusted to open contact 93 93?at pounds per square inch QgSQHaIG lIICh-Q. s 20 The iireference char'acterJ designates amanandtoclosecontact93+93? at pounds per z i hax' in 'a'1ever95movr r ually Operable svv tch a r 7 K1 a Ka n Contact z gflg e l th 7 "pressure in'thefleft-hand end of cylinder l 8 is new, belosv'10 p ounds -per squareiii ch, a branch will be coinplete d for; the

v a w c r eey b r trae dyfromwir 104. ,throughcont'act Q Ofcircuit controllerls gwire 11O,' contaet-, Y Y cafes? fcircuitccintroller 191 wires 114 415.,

and 106, Winding of valve K andlconnnong; Wire ,107 back to battery 103;, Thevalve K able intoiengagement with a selected one or ones of a plurality of fixed-contacts desig gggnat'ed 96 to 102, inclusive; Asl shown 1n the 35 drawings, thes itGhJ occupies its fofi position, so that contacts 9 5 9 6and 9597 are closedbutallof the valves Karede-energized, 'Fji ic eq'valveK isde-energized, the fullline :27;pressure existinginpipe is'ad nitted the 1 4 right-hand end oicy1inder-18. so that p ston; 20 occupies its} projected position. Further= 1 IE d;K zboth losed'b t, n N r moleva Ves are C u sure has exceeded 10 poundsvperisquareinchh whereupon, contact 93-1-93 of 'c ir'cuit if '2 the region between pistons 19 and 1 20x'is g gcharged toa pressure of 30-pounds per square 45 inch; If thepressure in thisjregion falls be lo this value, :the circuit controller LP? closes contact S )3 93 and: current then flowsv from batterylO3, over contact 96 of switch J,

zgiavire 122, contact 93.:93%Lof circuitcontroller P ,=vvire 123; Windingiof magnet valve K and "00111111011 Wire1Q7back tobattery 103-. WVhen-J thi'sihappens the valve. K opens and admits fluid-pressure to, pipe 81, and therefore to the afregion between" pistons 19 and 20, until the pressure in this region reaches poundsper: contactf 93*93 opens, and. valve K becomesde-energized;=-

square l inch, vvhereup'on,"

7 With the switch J in its ty-position, then,

, v theibral' eingapparatusi-sheldinits" ineffectivei livvi llno w assume thatatheo embr Wishes to move the braking apparatus t c-fits closed? or effectivejpos'ition; 'Ifhe- Wishes to make a comparatively lig ht brake I'app'lication; he

i 104, contact 87 +88 of circuit controller S :1095Wii1di1i fof valve-K and common-wire the Wheels are car invthe braking ap contact 87-88 of circuit controller 5 fling-the preliminary V V d p p 7 the pressure inthe left liland 'end fith ig yl; 1 indie?"exceleddgo/ipounds r quar ginchse circuitfl fis complete d, from pthroughflcontact' 9 5 98 ofswvitch J, Wire 10 1, 5 contact F87" 89 "0f circuitcontroller "Sf; Wire.-1 ,lljQgcdntzict;93%932:'ofcircuit'controllerLPfi .wires'lll; and 1'13; winding offvazlve K4; H

p Wire; 107 baclrto batteryfl103, ,YalveQfKj I ,isth'en'eHergiZedQtliereby opening pipe sgtoe ,atmosphereandrexhaustingthejlefflhand end ,of" cylinder -18'untilithe pressure has been-11c}? 1 du ced belovvi20 pounds' per squareinch. EItfwill bej'p'l'ain from vtheforegoing that whe'n i 3 I valve K but acircuit is'il'n'ow closed from bat-f teryi oaidve Contact 954s of switchu, wire] Wires and 106,vvinding"of Valve K and conniijon wire 10v7'back to battery 103.1 This circuit isprovided with a branch which passes'froin wire 106f,'throughvvires-108 and 107 .backto; attery 103; bivalves and JK? 7'51 therefoiebeco-ine energized. The energ za-N men of valve K connect'spipe' 81 with atmos apparatus is very rapid; When the braking barsv have attained a position corresponding;

phere, thereby exhausting the pressure to the 4 p the pisto is transmitted; through. the apparatus shown in Fig.1, to the braking;-

pressure available to commence the fin ove he e a 'sm b built HM full line pressure so that-theresponse of the tothe Working range of theapparatusthat T ispwhen the bars are in position to engage,"

mes; r 7 Open for valves to interrupt the circuit just traced v V circuit previous'lyitra'cedj. for valve K therefore, remains energized until" the. pr est-1' controller P j opens to de-energi zexrhagnet; valve'Ki. Itis. probable, howeventhat dur- .inovernent of the piston "that contact 93493? offc'ircuit; controller; P?

swit'chJ hascontact 95-98 closed, the'piston is closed; Ujnd BfthE/SG conditionspvvhenthe; if I braking'ba'rs' reach ap osition at which 0011-; #1 1. i

tact 8789fofcircuitcontroller S clos'es' a ttery" 1 3 a 19 will be urged to the right by pressure between 10 and 20 pounds per square inch. The movement of piston 19 to the right is limited by the auxiliary piston 20, and the parts are so proportioned that the movement of the lever ig. 1) caused by this movement of piston 19 does not bring the toggle to its deadcenter position. If, therefore, a car enters the braking apparatus, the braking bars may be forced away from the rail, thereby transmitting the reaction of the Wheels, through the driving bars and the mechanical linkage including the toggle, to the piston 19. As a result, the piston may be moved slightly to the left, thereby cushioning the braking action of the apparatus against the volume of air in cylinder 18.

If the operator desires to cause a more powerful. brake application, he closes contact 9599 of control switch .l. The operation of the apparatus is then the same as that ust described in connection with contact 95-98 of the control switch with the single exception that the circuit controllers P and S are now substituted for the circuit controllers P and S in the control of valves K anl K Under these conditions, then, the piston 19 is forced to the right and is held against piston 20 by fluid pressure between to pounds per square inch.

If the operator closes contact 95100 of switch J a circuit is completed for valve K from battery 103, through contact 95-100 of switch J, wires 120 and 108, winding of valve K and common wire 107 back to battery108. lVith the control switch J in this position, therefore, valve K is held energized, and since valve K is now closed, the full line pressure is supplied to the left-hand end of cylinder 18 and holds piston 19 against piston 20.

If it is desirable to apply still higher braking forces the operator moves the switch J to a position in which lever 95 engages contacts 100 and 102. Under these conditions, the circuit previously traced for valve K is closed so that this valve is energized to supply full line pressure to the lefthand end of cylinder 18. In addition, a circuit is now completed from battery 103, over contact 95102 of switch J, wire 121, winding of valve K and common wire 107 back to battery 103. Valve K is therefore energized so that the stem 79 reverses and the right-hand end of cylinder 18 is exhausted to atmosphere. The full line pressure now supplied to the left-hand end of the cylinder moves piston 19 and piston 20 to the extreme righthand end of the cylinder. The construction of the parts is such that this additional movement of the piston 19 brings lever 23 (Fig. 1) into a position in which the toggle of which it forms a part is on dead-center. When the parts occupy these positions, the reaction of the wheels cannot be transmitted back to the piston 19, and the entire force exerted by the springs of the resilient links G is available to force the braking bars against the wheels of a car.

V hen the braking bars are being urged against the wheels of a car, the inner braking bars 13 and C are operated together from lever 23 through link 32, and the outer brak ing bars B and C are operated together from lever 23 through link 32. But it will be remembered that the lever 23 is supported on a floating pivot by the arm 25. It follows that with this construction, the reaction of the inner braking bars is balanced against the outer braking bars, the arm 25 moving to a position in which the reactions are equal. Of course, the unit E biases the arm 25 to a central position, but the force exerted by this unit is insignificant compared with the large forces applied to the braking bars by the motor It will be manifest, therefore, that with braking apparatus constructed in accordance with my invention, the reactions of the inner and outer braking bars are sub stantially equalized.

It should be observed that if the operator moves switch J from a position corresponding to a high braking force, to a position corresponding to a lower braking force, the apparatus immediately and automatically re duces the braking pressure to the value corresponding to the new position of the switch, in a manner which will be apparent from the drawings without tracing the sequence of operation in detail.

In order to restore the apparatus to its open or ineffective position, the operator moves switch J to the position in which it is illustrated in the drawings. Under these conditions, valve K is de-energized, so that line pressure is admited to the right-hand end of cylinder 18 and the auxiliary piston 20 is projected into the position in which it is shown in the drawings. The closing of contact 95-96 completes the circuit for valve K over contact 9393 of circuit controller P which was previously described, and this valve therefore opens to admit fluid pressure to pipe 81, and hence to the region between pistons 19 and 20. Furthermore, the closing of contact 9597 of switch J permits current to flow from battery 103, through contact 9597 of switch J, wire 12 1;, contact 8586 of circuit controllers S wires 125 and 113, winding of valve K", and common wire 10? back to battery 103. Valve K is therefore energized to exhaust the left-hand end of cylinder 18 to atmosphere. Furthermore, since valve K is open, the pre sure on the right-hand side of piston 19 moves this piston to the left to restore the braking apparatus to the open position in which it is illustrated in Fig. 1. When the pressure in the region between pistons 19 and 20 exceeds 30 pounds per square inch,

' iguana];

circuit controller P operates to de' e-nergize tion, contact 85'86 offcircuit controller S opens, thereby de-energizing valve K n sealing pipe 83 to from-thecylinder. r

v It should be noted that when the partsare: in the position in which, they are illustrated" 5( in the drawings, if the valve K leaks,'the pressure betweenpistons l9and may be it I builtup to full line pressure, but this is not dangerous or undesirable, because, when the switch J is operated toact'uate the braking g: apparatus, valve K is opened toe-exhaust the pressuretothe right of piston19'.

.' Furthermore, should valve K leak, pressure might builddlPzOIl the left-hand side of piston 19 to startthe-movement of this pis- I ton to the right and operate the braking apparatus toward its closed position; As soon as. the movement of the piston commences under these conditions, contact 8586:of cir- 'cuit controller 'S -closes,.thereby completlng gothe circuit for valve ,K and'exhausting the left-hand end o-fcylinderIS to atmosphere."

' Pressure on the right-hand-side of piston 19,

- will then restore the piston toits left-hand position, whereupon, contact 5 85 86 will 7 my: :open to de-energizevalve K 7 1 With braking apparatus embodying my invention, the apparatus may be readily ad justed to compensate for brake shoe -wear.'

Tlius,by varying the length of the adjustable again-11k 26, the wear may, betaken up inthe shoes on the braking bars whiehbear against the,

outsides ofthe wheels of carspa'ssingthrough the apparatus. Infsimilar' manner, the-insidebraking'bars may beadjusted to comi aotjpensate for wear by varying the length of'the adjustable link32. It" will beobserved that the'arms of cranks 29and 31 make obtuse" angles, andthatthe arms of cranks 35 and 37 make "acute angles.-

5ii1inks'285and 3a are, disposed; at angles with the rods-"30. and 36'. 1 With thisarrangement, the apparatus 'has'; ;a substantially constant mechanical advantage, regardless of: adj ust ments in the lengths of the links26 'andi32 V :said firstipiston, and linkage. connecting said 113? V 59; to compensate for wear as described above.

Itf-is 'therefore;j-possible to compensate for". maximum Wearunf the brake, shoes without changing theadgussme-nt of the resilient.

linksG; g

made up of rolled channels which: arebolted directlyto the stringersas shown in Figsulr and 2. .It follows that all of the highwin ternal stresses, which are developed "as aresult of applying pressure-f: to the-car wheels ciated PreVentthe-escape of fluid I v V i l bfiing Spaced from therails which are of *scribcdonly one'formvof railway braking ap for .atf times limiting piston in one direction. a a 7 Railway braking apparatuseomprising Furthermore, thea tallycontrolled means for moving said firstr'lroi Y -ton'. v

',5.;-In;.;combination, at railway braking bar are absorbed within the cradles and asso parts, only'theactual retarding forces heingtransmittedto the cross ties. -i It should also be pointed out that all parts I of the braking apparatus are electrically "isob lat'edfrom the'track rails, even "the yokes v course supported on the ties by the usual 7 chairs. With this arrangement it. Willi-be apparent thatthe-usual track circuits-em.- ployed in railwaysignalingmay be run di -I rectly through the braking apparatus-with ontinterfering with-the operation of such circuits;- I lthough'I have herein. shown and 'de-* paratusembodying my invention,it isunder-i stoodthat various changes and modificatlons maybeinade therein withlni the scopegofthe appended claims withoutdeparting from the spi'rit andrscope of myinventioni V .7 Havingthus described my invention, what- I claimisz f 1 1. Railway braking apparatus comprising abraking bar locatedin the trackway, a cyl; G

inder, a first piston reciprocable in said cyljinderand operatively connected'with said; i '1 'brakin g bar, asecond piston in said cylinder,

and means for selectively operating said secondpiston piston. a we 2. Railway brakingapparatus comprising a braking bar located in the trackway, a cylinder, a piston reciprocable in said cylinder v andoperatively connected with said'braking V bar, means for selectively supplyingffluid pressure to saidjcylinderon' either side of i it vsaid piston tooperate'said braking bar, and

manually controlled means in said cylinder V the movement oi said a braking bar loc'ated'in the 'trackway, a cylinder, 'a'first-piston in said cylinder, manupistonto either- 0f two positions, a sec,ond=-- piston insaidcylinder, means'for at times j I admitting fluid pressure .ta id cylinderv move the second piston intoengagement with.

second piston with said-braking bar in such i a'braking barlo cated inthe'trackway, a cylinder, a first piston in said "cylinder opera-F 1 tively connected with said braking ba -mean I .forQ-moving said'pistonin one directionf-tofi surgesaid bar toward its' brakingpositiomja' V second piston in said cylinder,and means for i driving said second. piston in the opposite directionto limit the stroke of saidfirstpis a to regulate the strokeof said first 98 I located in the trackway, a cylinder, a first piston m-ovable in said cylinder between one end of the cylinder and an intermediate point, a second piston movable in said cylinder between the other end of the cylinder and said first piston, means for selectively supplying fluid pressure to said cylinder between each piston and the adj cent end of the cylinder, and linkage connecting said second piston with said braking bar. v

6. In combination, a railway braking bar located in the trackway, a cylinder, a first piston movable in said cylinder between one end of the cylinder and an intermediate point, a second piston movable in said cylinder between the other end of the cylinder and said first piston, means for selectively supplying fluid pressure to said cylinder between each piston and the adjacent end of the cylinder and to the cylinder between said pistons, and linkage connecting said second piston with said braking bar.

7. In combination, a railway braking bar located in the trackway, a cylinder, a first piston movable in said cylinder between one end of the cylinder and an intermediate point, a second piston movable in said cylinder between the other end of the cylinder and said first piston, manually controlled means for selectively connecting said cylinder between the first piston and said one end of the cylinder with atmosphere or a source of fluid pressure, manually controlled means for connecting said cylinder between said pistons with atmosphere or with a source of fluid pressure, manually controlled means for connecting said cylinder between said second piston and the other end of the cylinder with atmosphere or with a source of ilui d pressure, and linkage connecting said second piston with said braking bar.

8. In combination, a railway braking bar located in the trackway, a cylinder, a first piston movable in said cylinder between one end of the cylinder and an intermediate point, a second piston movable in said cylinder between the other end of the cylinder and said first piston, manual y controlled means for selectively connecting said cylinder between the first piston and said one end of the cylinder with atmosph re or a source of fluid pressure, a circuit controller responsive to the pressure in the cylinder between said pistons, means for at times connecting said cylinder between said pistons with atmos phere, means controlled by said circuit controller for at other times connecting said cylinder between said pistons with a source of fluid pressure, a manually operable circuit controller, a plurality of contacts responsive to the pressure in said cylinder between said second piston and the other end of the cylinder, means controlled by said manually operable circuit controller for at times connecting the cylinder between the second piston and the other end of the cylinder with atn'iosphere, means controlled by said second piston for at other times supplying iiuid pressure to the cylinder bet-ween said second piston and said other end of the cylinder under the control of a selected one of said contacts depending upon the position of said manually operable circuit controller and linkage connecting said second piston with said braking bar.

9. Railway braking apparatus comprising two braking bars located on opposite sides of a track rail, toggle comprising a lever and two arms connected respectively with said two braking bars, means for at times moving said lever in one direction to drive said bars toward said rail, and means for at times causing further movement of said lever to place the toggle on dead-center, and means for moving said lever in the opposite direction.

10. Railway braking apparatus comprising two braking bars located on opposite sides of a track rail, a toggle comprising a lever and two arms connected respectively with said two braking bars, a motor for driv ing said lever, and manually controlled means for controlling the stroke of said motor.

11. Railway braking apparatus comprising two braking bars located on opposite sides of a track rail, an arm having one end pivoted in the trackway, a toggle comprising a lever pivoted on the free end of said arm and operating said braking bars, and a motor for driving said lever.

12. Railway braking apparatus comprising two bra-king bars located on opposite sides of a track rail, an arm having one end pivoted in the trackway, a lever pivoted on the free end of said arm and operatively connected with said braking bars, a motor for driving said lever, and an equalizing device biasing said arm to a normal position but permitting movement of the arm away from such position ,in response to the reaction of a car wheel engaged by said braking bars.

13. In a car retarder, an arm pivoted at one end in the trackway, a tube having fined end plates and pivotally supported in the trackway, a compressed spring in said tube, a first member interposed between one-end of said spring and one end plate of said tube, a second member interposed between the other end of said spring and the other end plate of said tube; a rod having an upset end outside said first member and said rod passing through said first member, said second member, and said other end plate, means for fastening the free end or" said rod to the free end of said arm; a sleeve fastened to said rod and engaging the outer side of said second member, a lever pivoted on the free end of said arm, two braking bars on opposite sides of a track rail and operatively coning a pair ofvertical spaced stringers located as iamr I nected with said lever, and a motorfor' o erating said lever.

14. Railway braking apparatus compris ing a pair of'flat vertically spaced stringers located in the trackway parallel with atrack rail, a plurality of trunnions pivotedbetween said stringers, a braking bar between said stringers and said rail, a plurality of resilient links separately connecting said braking bar with said trunnions, and a driving bar operatively. connected with said braking bar .and movable parallel with said rail to urge the braking bar'toward the railr 15. Railway braking apparatus comp-ris ing a pair of fiat vertically spaced stringers urge the braking bar toward therail, and

a flat cover plate overlapping-saidbraking bar and closing the space between the top stringer and the bar. i

16. Railway braking apparatus comprising two pairs of stringers-located parallel with a track rail and one pair disposed on each side of the rail, a plurality of yokes extending transverselybeneath the track rail and each having its two ends fastened to the pairsof stringers, respectively, two series of trunnions pivoted respectively between said pairs ofstringers, two brakingbars one 10- cated between each pair of stringers and the track rail, means for moving said braking bars in a direction parallel with-thetrack rail, and a plurality of resilientlinks separately connecting said trunnions with the associated braking bar so that the bars are urged toward the rail when the bar is moved parallel with the rail in one'direction.

,17. Railwaybraking apparatus comprisparallel'with a track rail, a braking bar located between said stringers and said rail resilient linkage connecting said bar and said stringers, a plurality of yokes fastened to said stringers, andv a flat cover plate overlapping said braking bar to protect said linkage and provided with a plurality of guide strips for separately engaging said yokes.

18. -Railway braking apparatus comprising two stringers extending parallelwith a track rail one ,on each side of the rail and resting onthe usual cross-ties,' a plurality of yokes each having its ends attached to said stringers respectively and each extend: ing transversely beneath said rail, two

braking bars one located between each stringer and said rail, means formovingsaid braking bars parallel with said rail, and a plurality of resilientlinks pivotally connectdriving bar, and

ta warmin 1 hai was at, adjacent stringer: in; sucheinanner: .thatathej brakingbats; are. urged; toward said rail: I when SllChi bans mama. parallel warrant-mi l1L'0Il9f7 j' 1i9.,B A3;l1i\Kaiy braking apparatus comprise j ing -two, stringers: extending paraLlel with; a,

track; rail: one on each: side: ofitheirai-l and direction;

resting; err the; l1algC10SS-tii6$,'a; plurality efiyokesieach having its 'endsz'attachedfl to i lt nger-i respeetivel'yx and each extending:-

'transvenseLy: beneath said rail,; twof driving a bars suppcrted by said yokes,fa motor for: 1

operating saidxdriving} bars, two,=

bars;- ne: located between each stringeraaiidsand raal; andoperativel-y connected with said:

driving bars, respectively, and: resi l ientpwotally connecting each braking bar'awith the associated stringer ll1'1SlIClTIIlfi DHBD'El7H3ilT movementrof; the: o bars parallel" with a track rail causes movement of saiditrakiiiig bars at rightangleswithj said-rai Railwaybraking apparatusiconipris ingytwo stringers extending parallel with a track rail, one: 0111 each; side a of the rail and stringer respecti,velyand each; extending;

,transverselyibeneath said rail, driving :barsa supported said yokes,v a; motor tor,

9Q resting on: the usual. cross-ties, a plurality of; v I

yokes eachhaving; its endsattache'dto: said:

operating said driving barsflwo braki ng barsione resting upon and operative/By connected withcach said. drivingbar, and resilient links connecting eachr'hrakinfg: barwith the assetciated stringer suchfmanner that therbrakv-q one; direction;

Railway: braking :a mas was i-ng two stringers extending paral'lel with a 10 ing: barsizarei urgedgftcward the track -rail r j s w e B dmotor drives, said; driving barsfin' track-rail one: onaeach; sideof therail'sand V resti rrg onthezusual'cross tieaa plurality oiI yokes each having its ends 5 attached, to; said stringers respectively and each extending transversely beneath said rail and each provided with a chamel,a-rdriving bar reciprocable in said channels, a motor operating said connected with said driving bar. f

22. Railway braking apparatus :comprisvi'ng a driving barlocated in the trackway and providedwith a hole, a crankpivoted in the a a braking bar operatively f trackway, a motor operativelyconnected with iv while 'permitting movement of the driving bar parallel with said rail, 7 a braking bar .saidrcrank, a: driving link having 'one'end pivotally connected with said crankand provided with a post entering saidhole, means for preventing movement ofsaid driving-bar vertically .or at right angles with a trackirail;

having a socket, a lug on said driving bar j entering said socket, a trunnion pivotedin the trackway, and a resilient link containing said braking bar and said trunnion.

2 3. Railway braking apparatuscompria' 130 o a ing two stringers extending parallel with a track rail one on each side of the rail and resting on the usual cross-ties, a plurality of yokes each having its ends attached to said stringers respectively and each extending transversely beneath said rail, and each provided with a channel having inwardly turned ears, a driving bar reciprocable in said channels, means for moving said driving bars parallel with said rail, a braking bar having a socket, a lug on said driving bar entering said socket and at times engaging said ears to prevent vertical displacement of said driving bar, a lip on said braking bar engaging a bearing surface on said lug to limit vertical movement of said braking bar, and means for urging said braking bar toward the rail when the braking bar is moved parallel with the rail in one direction.

24. Railway braking apparatus comprising a driving bar located in the trackway parallel with a track rail, a motor operatively connected with said driving bar, a braking bar having a socket, a lug on said driving bar entering said socket and having a substantially horizontal bearing surface spaced above said bar a lip on said braking har sl0ping upwardly away from said rail and engaging said bearing surface, and means for urging said braking bar toward said rail when the braking bar is moved parallel with the rail in one direction.

25. Railway braking apparatus comprising a driving bar reciprocable in the trackway, means for moving said driving bar parallel with a track rail, a trunnion pivoted in the trackway, a braking bar, a resilient link connecting said braking bar with said trunnion, and means for operatively connecting said driving bar with said braking bar to permit slight tilting of the wheel engaging surface of the braking bar when the braking bar is urged against a wheel on said rail as the driving bar moves in one direction.

In testimony whereof I aiiix my signature.

HERBERT L. BONE. 

